JPH03103664A - Follow-up rotation preventing device for power shift transmission device - Google Patents

Abstract

PURPOSE:To effect reliable prevention of follow-up rotation of each hydraulic clutch by a method wherein a brake is mounted on the input shaft of an auxiliary shift part, and based on operation of the brake, a main shift output shaft and an input shaft are locked. CONSTITUTION:A brake 9 is mounted on an input shaft 7 of an auxiliary shift part 6 interlocking with main shift output shafts 2 and 3. When the brake 9 is operated, the input shaft 7 is locked, and the main shift output shafts 2 and 3 interlocking with the input shaft 7 are locked. The input side of each of hydraulic clutches C1, C2, and C3 of a main shift part 4 is locked. The input side of each of hydraulic clutches CH, CM, CL, and CR of a auxiliary shift part 6 is locked. This constitution reliably prevents follow-up rotation of the hydraulic clutch in a disengaging state.

Description

[Detailed description of the invention] (a) Industry. FIELD OF THE INVENTION The present invention relates to a power shift transmission comprising a main transmission section and a sub transmission section each having a plurality of hydraulic clutches. The present invention relates to an anti-carrying device that locks the drag torque of a clutch when the clutch is rotated.

(B) Prior Art Conventionally, a power shift transmission device changes a power transmission path by appropriately connecting and disconnecting a plurality of hydraulic clutches. and,
In order to prevent the occurrence of power transmission due to the entrainment phenomenon after the hydraulic clutch is released due to the effects of residual pressure, slight contact of the friction material, shear force of the lubricating oil interposed between the friction plates, etc., Each is equipped with a brake.

(c) Problems to be Solved by the Invention By the way, in the conventional power shift transmission device described above, brakes must be provided to all of the plurality of hydraulic clutches to prevent co-rotation, which increases the number of parts. This may lead to an increase in costs and a decrease in reliability due to the complexity of the mechanism.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an anti-coupling device for a power shift transmission which solves the above-mentioned problem by preventing a plurality of hydraulic clutches from co-rotating with one brake. This is what we mean. (2) Means for Solving the Problems The present invention has been made in view of the above-mentioned circumstances. For example, as shown in FIG. (C2), (C,), the main transmission output shaft (2). (3), and the main transmission output shaft (2). The rotation of (3) is controlled by a plurality of hydraulic clutches (C}l). (CM),
(CL). A power shift transmission device (1) comprising: a sub-transmission section (6) that transmits transmission to the sub-transmission output shaft (5) via any one of the main transmission output shaft (2); (3), a brake (9) is provided on the input shaft (7) of the sub-transmission section (6), and the brake (9)
), the main transmission output shafts (2), (3) and the input shaft (7) are locked.

(f) Function Based on the above structure, the power shift transmission (1), for example, in the state of 1st forward speed (main transmission part 1st speed, auxiliary transmission part low speed L), transfers the rotation from the engine to the hydraulic clutch (C1). ) to the main transmission output shaft (2), and furthermore, the rotation of the main transmission output shaft (2) is transmitted from the input shaft (7) to the hydraulic clutch (C
L) to the sub-shift output shaft (5). Note that due to the rotation of one main transmission output shaft (2), the output shaft (
The other main gear shift output shaft (3), which is linked to gear shifter 2), is also idling. Further, the second forward speed is connected from the main speed change output shaft (3) to the auxiliary speed change section input shaft (7) via the hydraulic clutch (C2) of the main speed change section (4), and the third forward speed is connected via the hydraulic clutch (C2) of the main speed change section (4).
). On the other hand, in the sub-transmission section (6), a low-speed hydraulic clutch (CL), a medium-speed hydraulic clutch (C
M), a high speed hydraulic clutch (Cn), and a reverse hydraulic clutch (CR) are connected to each hydraulic clutch (Cn) of the main transmission section (4).
1) (C2). (C3), the gears are changed and operated respectively.

When the brake (9) is actuated, the input shaft (7) is locked, and the main transmission output shaft (2) is interlocked with the input shaft (7). (3) is locked. This allows the main transmission section (
4) Hydraulic clutch (CI), (C2). (C3) is
Hydraulic clutches (CH), (CM) . (CL). (Cl) is
Each input side is locked, so each hydraulic clutch (C
I). (c*). (C3). (CH) (CM)
, (CL), and (CI) do not cause rotation in the released state.

Note that the reference numerals in brackets are used to refer to the drawings, but do not limit the structure in any way.

(F) Examples Examples of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, the power shift transmission 1 includes an input section 13, a main transmission section 4, an auxiliary transmission section 6, and an output section 15, and between the auxiliary transmission section 6 and the output section 15. A partition wall 16 is provided.

The input section 13 includes a sleeve shaft 17 for PTOl%lK movement.
A main shaft 19 is disposed in which a main shaft 19 is fitted and rotatably supported, and one end of the main shaft 19 is connected to an engine (not shown) via a main clutch 18, and the other end is fixed to an engine (not shown). The gear 20 that has been rotated meshes with a gear 22 fixed to the intermediate shaft 21. The gear 22 meshes with a gear 24 of a sleeve shaft 23, which will be described later, and transmits the rotation of the main shaft 19 to the sleeve shaft 23. The main transmission section 4 includes a sleeve shaft 23 that is fitted onto the PTO drive shaft 25 and is rotatably supported, a first main transmission output shaft 2 equipped with a hydraulic clutch C1, and hydraulic clutches C, , C, A second main transmission output shaft 3 is provided. Gears 29, 30, and 31 are spline-coupled to the sleeve shaft 23, respectively, and an idler gear 32 is rotatably supported. The gear 29 meshes with a speed change gear 33 rotatably supported by the first main speed change output shaft 2, and a first speed gear is connected between the speed change gear 33 and the first main speed change output shaft 2. A hydraulic clutch C1 is interposed therebetween. Further, the gear 30 meshes with a speed change gear 35 rotatably supported by the second main speed change output shaft 3, and a speed change gear 35 is provided between the speed change gear 35 and the second main speed change output shaft 3. A dual hydraulic Kura Sochi C2 is interposed. Furthermore, the gear 31
is in mesh with a speed change gear 36 rotatably supported by the second main speed change output shaft 3, and the speed change gear 36 and the second speed change gear are in mesh with each other.
A third hydraulic clutch C3 is interposed between the main transmission output shaft 3 and the main transmission output shaft 3. Further, the idle gear 32 meshes with a gear 37 fixed to the first main transmission output shaft 2, and
It meshes with a gear 39 fixed to the second main transmission output shaft 3, and transmits the rotation of the first main transmission output shaft 2 to the second main transmission output shaft 3 when the hydraulic clutch C1 is engaged. obtain.

Further, the second main speed change output shaft 3 has a speed change gear 40 that also serves as an output gear fixed to one end thereof, and is rotatably fitted into a first sub-speed change shaft 41, which will be described later.

On the other hand, the sub-transmission section 5 includes a sleeve-shaped sub-transmission input shaft 7,
A first sub-transmission shaft 41 provided with hydraulic clutches CM, CL and a second sub-transmission shaft 43 provided with hydraulic clutches C I{, C I1 are provided. and the auxiliary transmission input shaft 7
is fitted onto the PTO drive shaft 25 and supported rotatably, and the sub-transmission input shaft 7 is provided with a brake 9 for appropriately stopping the rotation of the sub-transmission input shaft 7. Also, gears 45 and 46 are spline-coupled, respectively. The gear 45 is the transmission gear 4 of the second main transmission output shaft 3.
0 to transmit the rotation from the main transmission section 4 to the auxiliary transmission input shaft 7, and also meshes with a transmission gear 47 rotatably supported by the second auxiliary transmission shaft 43.
A high-speed hydraulic clutch CM is interposed between the second auxiliary transmission shaft 43 and the second sub-transmission shaft 43. Further, the gear 46 is connected to the first
It meshes with a speed change gear 49 rotatably supported by the auxiliary speed change shaft 41, and also meshes with a reverse speed change gear 51 rotatably supported by the second auxiliary speed change shaft 43 via a hack idler gear 50. . A low-speed hydraulic clutch CI. A reverse hydraulic clutch CI1 is interposed between the reverse speed change gear 51 and the second auxiliary speed change shaft 43. Further, a medium-speed hydraulic clutch CM is interposed between the speed change gear 40 fixed to the second main speed change output shaft 3 and the first auxiliary speed change shaft 41. Further, the first sub-shift shaft 4
A gear 52 is fixed to the right end in the figure of 1, and the gear 52 meshes with a reduction gear 55 fixed to one end of a sleeve shaft 53, which will be described later.

In addition, the output part l6 includes a sleeve shaft 53 fitted onto the PT○ drive shaft 25 and rotatably supported, a binion shaft 57 connected to the second sub-transmission shaft 43 by a spline joint 56, and a rear wheel differential. A moving device 59 is provided. and,
The sleeve shaft 53 has reduction gears 55 at both ends thereof.
and the reduction gear 60 are spline-coupled, and the abbreviation thereof? A front wheel drive gear 62 is splined to the center. As described above, the reduction gear 55 meshes with the gear 52 of the first sub-transmission shaft 41, and the reduction gear 60 meshes with the gear 63 fixed to the pinion shaft 57.
It meshes with the Furthermore, the front wheel drive gear 62 is configured to be connected and interlocked with a switching gear 66 that is slidably supported in the axial direction by the front wheel drive shaft 65 via an idler (not shown).

The PTO drive shaft 25 has one end connected to the PT○ drive sleeve shaft 17 via a PTO clutch 67, and the other end connected to the PT○ drive sleeve shaft 17 via a PTO transmission section 69.
The O-axis 70 is connected.

Furthermore, the partition wall 16 is similar to that shown in FIGS. 1 and 2(a).
As shown in (b), the oil in the power shift transmission 1 is transferred to the hydraulic clutch C. ,C2,C3,C■,Ci,C. ．． , c*, transmission gear 33, 35, 36, 40, 4
7.49 etc., and the front oil chamber 71 and the brake 9
and a rear oil chamber 72 which is equipped with a rear wheel differential 59, etc., and the height of the oil level Y in the front oil chamber 71 is lower than the height of the oil level X in the rear oil chamber 72. It is set as follows. As a result, the hydraulic clutch C in the front oil chamber 71
s, C2, C:I, CH, CM
．． Ct. ．． It is possible to reduce power loss due to oil agitation during rotation of the cylinder, and the rear oil chamber 7
The brake 9 and the rear wheel differential 59 in the vehicle 2 can be kept in a good oil-sliding condition based on the sufficient oil level height X. In addition, 75, 76.77 is a gear bomb, 79.80 is a filter, 81 is a hydraulic lift device, 82 is a control valve for the traveling clutch, 83 is a flow divider, and the gear bomb 75 is connected to the rear oil chamber 72 through the filter 79. The gear pumps 76 and 77 suck up oil from the front oil chamber 71 through the filter 80, and the gear pump 76 supplies it to the flow divider 83, and the gear pump 77 supplies it to the hydraulic lift device 81. Oil is supplied to the control valve 82.

Since the present embodiment has the above-described structure, the power shift transmission device 1 is configured to operate the hydraulic clutch C and the CI. is engaged. The rotation from the engine is transmitted to the sleeve shaft 2 through the main shaft 19 and gears 20, 22, 24.
3, and further from the gear 29 of the sleeve shaft 23 to the transmission gear 33, the hydraulic clutch C1% first main transmission output shaft 2,
It is transmitted to the second main speed change output shaft 3 via the gear 37, the idle gear 32, and the gear 39. In addition, the second main transmission output shaft 3
The rotation is transmitted to the sub-transmission input shaft 7 via the transmission gears 40 and 45, and is further transmitted from the gear 46 of the sub-transmission input shaft 7 to the first sub-transmission shaft 41 via the transmission gear 49 and the hydraulic clutch CL. It is transmitted. Furthermore, the rotation of the first auxiliary transmission shaft 41 is transmitted to the sleeve shaft 53 via a gear 52 and a reduction gear 55.
and is transmitted from the sleeve shaft 53 to a reduction gear 60,
Rear wheel differential 59 via gear 63 and binion shaft 57
It is also transmitted to the front wheel drive shaft 65 via the front wheel drive gear 62 and the switching gear 66. In addition, in the main transmission section 4, the second speed hydraulic clutch C2
In the engaged state, rotation from the engine is transmitted to the sleeve shaft 23 via the main shaft 19 and gears 20, 22, 24, and is further transmitted from the gear 30 of the sleeve shaft 23 to the transmission gear 35, It is transmitted to the second main speed change output shaft 3 via the hydraulic clutch C2, and is output from the speed change gear 40 of the second main speed change output shaft 3 to the auxiliary speed change section 5. Furthermore, in the main transmission section 4, a third speed hydraulic clutch C3
In the engaged state, rotation from the engine is transmitted to the sleeve shaft 23 via the main shaft 19 and gears 20, 22. The signal is transmitted to the second main speed change output shaft 3 via the clutch C3, and is output from the second main speed change output shaft 3 to the auxiliary speed change section 5.

On the other hand, in the sub-transmission section 5, when the medium-speed hydraulic clutch CM is engaged, the rotation of the second main transmission output shaft 3 is transmitted to the first sub-transmission shaft 41 via the transmission gear 40 and the medium-speed hydraulic clutch CM. transmitted to. The rotation of the first sub-transmission shaft 41 is transmitted to the sleeve shaft 53 through the gear 52 and the reduction gear 55.
The transmission is further transmitted from the sleeve shaft 53 to the reduction gear 60,
Rear wheel differential device 59 via gear 63 and pinion shaft 57
It is also transmitted to the front wheel drive shaft 65 via the front wheel drive gear 62 and the switching gear 66. In addition, in the sub-transmission section 5, when the high-speed hydraulic clutch C8 is engaged, the rotation of the second main transmission output shaft 3 is caused by the transmission gear 40, the gear 45 of the sub-transmission input shaft 7, the transmission gear 47, and the high-speed hydraulic pressure. The rotation of the second sub-transmission shaft 43 is transmitted via the clutch CH, and the rotation of the second sub-transmission shaft 43 is transmitted to the pinion shaft 5.
7. The rotation of the pinion shaft 57 is
It is transmitted to the rear wheel differential device 59 and also to the front wheel drive shaft 65 via the gear 63, reduction gear 60, sleeve shaft 53, front wheel drive gear 62, and switching gear 66.

Furthermore, in the auxiliary transmission section 5, when the reverse hydraulic clutch C is engaged, the rotation of the second main transmission output shaft 3 is transmitted to the auxiliary transmission input shaft 7 via the transmission gears 40 and 45. From the gear 46 of the auxiliary transmission input shaft 7 to the pack idler gear 50, the reverse transmission gear 51, and the reverse hydraulic clutch C, l
is transmitted to the second auxiliary transmission shaft 43 via. The rotation of the second auxiliary transmission shaft 43 is transmitted to the pinion shaft 57, and from the pinion shaft 57 to the rear wheel differential 59. Front wheel drive shaft 6 via gear 62 and switching gear 66
5.

The power shift transmission 1 includes a first continuous hydraulic clutch Cl% and a second speed hydraulic clutch C in the main transmission section 4.
2. At the same time, one of the hydraulic clutches for third speed is engaged, and at the same time, the hydraulic clutch for high speed C. , medium-speed hydraulic clutch CM, low-speed hydraulic clutch CL, f&advance hydraulic clutch CR, nine forward speeds and three reverse speeds are obtained by engaging any one of them.

Also, the operator operates the power shift transmission W1 to the neutral state and all hydraulic clutches c
．． , c2, c3, cH, cMC L, C R are released, the brake 9 is activated, the auxiliary transmission input shaft 7 is locked, and the second main transmission output shaft 3 is connected via the gear 45 and the transmission gear 40. is locked. Further, the first gear is transmitted through the gear 39, the idle gear 32, and the gear 37 of the second main transmission output shaft 3.
The main transmission output shaft 2 is locked. Thereby, the hydraulic clutch C H % interposed between the transmission gear 47 that meshes with the gear 45 of the secondary transmission input shaft 7 and the second secondary transmission shaft 43 The transmission gear 49 that meshes with the gear 46 of the secondary transmission input shaft 7 . and a hydraulic clutch C L interposed between the forward-shift gear 51 and the first sub-transmission shaft 41 and the second sub-transmission shaft 43, respectively.
C R , the speed change gear 40 of the second main speed change output shaft 3 and the first
The hydraulic clutches CM interposed between the sub-transmission shaft 41 and the output side thereof are respectively locked, and the hydraulic clutches CM are interposed between the second main transmission output shaft 3 and the transmission gear 36 that engages with the gear 31 of the sleeve shaft 23. a hydraulic clutch C3 interposed between the second main speed change output shaft 3 and a speed change gear 35 that meshes with the gear 30 of the sleeve shaft 23; The hydraulic clutches C1 interposed between the transmission gears 33 and the transmission gears 33 that engage with the transmission gears 29,
The input side of each will be locked. Therefore, each hydraulic clutch Ct. C-,c3,c}I,CM+C
L and CI1 do not cause rotation in the released state, and no power transmission occurs.

(G) Effects of the Invention As explained above, according to the present invention, the auxiliary transmission section (6)
The input shaft (7) of the auxiliary transmission section (6) is locked based on the operation of the brake (9) provided on the input shaft (7) of the The main transmission output shafts (2) and (3) of the main transmission section (4) can be locked, thereby each hydraulic clutch (ct), (C2) of the main transmission section (4) and the sub-transmission section (6). ), (C, l). (C}I)(
Without providing individual brakes for CM), (CL), and (CR), it is possible to reliably prevent each hydraulic clutch from rotating in tandem, thereby reducing costs by reducing the number of parts and manufacturing man-hours. can be reduced,
Moreover, the mechanism can be simplified and reliability can be improved.

Further, for example, when starting the engine, especially when starting the engine when the engine is cold, it is possible to reliably prevent the vehicle from jumping out due to the rotation of each hydraulic clutch, thereby improving safety.

[Brief explanation of drawings]

FIG. 1 is an overall sectional view of a power shift transmission according to the present invention, FIG. 2(a) is a plan view thereof, and FIG. 2(b) is a diagram showing the height of the oil level. 1... Power shift transmission 2... Main shift output shaft (first main shift output shaft) 3... Main shift output shaft (second main shift output shaft) 4... Main shift section
5... Sub-transmission output shaft 6... Sub-transmission section 7...
・Input shaft (sub-shift input shaft) 9...Brake
C s , C 2C3 C}I, CM , C
L, CFI...Hydraulic clutch 1. Case description: 1 year patent application No. 241000 2. Name of the invention: Anti-carrying device 3 in a power shift transmission; Relationship with the case of the person making the amendment Patent applicant address: 667-1, Iya-cho, Higashiizumo-cho, Yatsuka-gun, Shimane Prefecture Name (187) Mitsubishi Agricultural Machinery Co., Ltd. 4.

Claims (1)

[Scope of Claims] 1. A main transmission unit that transmits rotation from the engine to a main transmission output shaft via any one of a plurality of hydraulic clutches, and a plurality of main transmission output shafts that transmit rotation of the main transmission output shaft. a power shift transmission device comprising: an auxiliary transmission section that transmits the transmission to the auxiliary transmission output shaft via any one of the hydraulic clutches; An anti-rotation device in a power shift transmission, comprising a brake and configured to lock the main transmission output shaft and the input shaft based on the operation of the brake.